Car underframe construction



May 12, 1931.

w. H. MUS SEY CAR UNDERFRAME GON$TRUCTION 3 Sheets-Sheet. l

Filed April 18; 1929 v May 12, 1931. w. H. MUSSEY 1,804,428

CAR UNDERFRAME CONSTRUCTION Filed April 18, 1929 3 Sheets-Sheet. 2

May,12, 1931. WQHpMUSSEY CAR UNDERFRAME CONSTRUCTION Filed April 18, 1929 3 Sheets-Sheet. 3

Patented May 12, 1931 UNITED STATES PATENT OFFICE WILLIAM H. MUSSEY, OF CHICAGO, ILLINOIS, ASSIGNORTO PULLMAN CAR AND MANU- FACTURING CORPORATION, OF CHICAGO, ILLINOIS, A CORPORATION 01 ILLINOIS i CAR UNDERFRAME CONSTRUCTION Application fll'ed April 18,

This invention relates to railway car construction, and more particularly to the structure of the underframe.

The principal object of the invention is the provision of a new and improved car underframe construction that is extremely light in weight and unusually strong and ru ged in construction.

nother object of the invention is the rovision of a new .and improved car underframe that is so constructed that bufling stresses on the ends of the car will be transmitted to the side sills of the car body.

Another object of the invention .is the provision of a car underframe in which the intermediate portions of the center sill structure are extremely light but so constructed and arranged that they are very stron and rigid.

A provision of a car underframe that is cheap to manufacture, easily assembled, that is light in weight and well braced throughout the length of the car.

Other and further objects and advantages of the invention will appear as the description proceeds. One embodiment of the invention is disclosed in the drawings, in which Fig. 1 is a plan view of a car underframe with 'parts in section and parts broken away;

Fig.

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2 is a section on line 2-2 of. Fig. 1; 3 is a section on line 3.-3 of Fig. 4 is a section on line 44 of Fig. 5 is a section on line 55 of Fig. -6 is a section on line 6-6 of Fig. 7 is a section on line 77 of Fig. Fig. 8 is a section on line 8-8 of Fig. Fig. 9 is a section on line 9 9 of Fig.

10 is a section on line 1010 Fig. 1; I i

Fig. 11 is a section on line 11-'11 of- Fig. 1' and v 5 Fig. 12 is ,a section on line 1212 of Fig. 11.

' Referring now to the drawings, the reference character 4 designates generally the underframe of a railway car. Since the construction at each end of thecar is the rther object of the invention is the 1929. Serial No. 356,077.

same'it is not thought necessary to show or describe the structure at more than one end. For convenience of description the disclosure in Figs. 1, 2, 5 and 6 W111 be considered as being that of the front end of the car frame. The underframe comprises the side sills 5 at each side of the car, see Fig. 1, the center sill construction 6 extending along the center line of the car, the cross tie members 7, the bolster members 8-, the combined center sill brace and extension 9, and the floor panor diaphragm members 10. The side sills 5 are so constructed as to be light and strong. The elements forming the sills may be of any suitable construction and may be arrangedin any convenient manner.

s shown, each side sill comprises a channel member 13, see Figs. 3 and 4, having its I flanges 14 and 15 extending laterall inwardly, an angle bar 16 having one ange 17 arranged horizontally and extending inwardly in alinement with the lower flange 15 of the channel member 13 and with its,

other flange 18 extending vertically in spaced relation to the web 20 of the channel member '13. A plate 19 extends beneath and is rigidly connectedto the flanges 15 and 17 to form an upwardly opening channel 21 for receiving the lower ends of the posts of the superstructure. The girder plate 22 of the car is rigidly attached to the Vertical flange 18 ofthe angle bar 16 and the inside sheathing is attached to a bracket which in turn is connected to the channel member 13. At points opposite the bolster members this is preferably in the form of an angle iron 23,- see Fig. 3,,and at points opposite the cross ties they may be stepped as at 24 see Fig 4, to extend'over the flange 14 of the channel member 13. The brackets 24 are provided with vertical portions 25 which are rigidly attached to the sheathing 26 of the car, see Fig. 4.

On cars having a vestibule at each end thereof the side .sills extend from the inner end of the platform or vestibule at one end of the car to that of the other at the opposite end of the car; as is usual in such constructions. On cars having a vestibule at one.end only of the car the side sills extend vent thelr spreading apart.

to the end of the car at the end not having a vestibule.

The center sill construction 6 is so arranged that the intermediate portion thereof, that is, the portion between the bolsters,

is employed principally as means for supportin the floor, the construction at the ends 0 the car being such that the principal part of the thrusts will be transferred from them to the side sills.

The intermediate portion of the center sills will now be described. This portion of the center sill is comparativel light and comprises an upper chord member 27 and a lower chord member 28 which are arranged in spaced relation to provide a-larg'e radlus of 'gyration to act as a column between the tie and other connecting members.

Each of .the chord members is in the form of a channel having its edges bent laterally arallel with the web of the channel to orm reinforcing flanges 29 and 31 respectively. The channel-shaped form of the chords together with the flanges 29 and 31 thereof tend to stiffen the chords and the columns formed thereby, materially, and at the same time maintain the weight of the construction at a minimum. a A plurality of tie members 7 are employed for connecting the side sills together to pre-' Tliese tie members are preferably channel-shaped in crosssection with comparatively wide flanges extendin continuously about the sides and" ends 0 the tie members. These tie members extend between th upper and :lower chords 27 and 28 and their flanges are secured to the webs of said chords in any suitable manner as by the rivets 32. i

The outer ends of the tie members 7 are rigidly connected to the side sills as by, the

rivets 33 which connect the flanges of the channel 13 and the lower flange tie member 7 whereby the rivets are placed in shear in resisting the spreading apart of the side sills.

In order to break up the long1 column; formed by the upper and lower 0. ords between the floor pans or tie members, the

center sills are connected together b suitable stiffener members 34,- prefera 'ly arranged in pairs between said pans or tie members. In order to reduce the weight of v the same they may be stamped froma plate 35 of sheet metal and are strengthened by bending the edges intermediate the ends thereof laterally as at 36 to form reinforcing flanges; They are rigidl connected to the vertical flanges of the c ord members in any suitable manner as by rivets, welding or the like. The vertical flanges of the upper chord member 27 are of slightly less height than the floor sills 37 whereby a strip of asbestos mill board or other insulating bration of the center sills-tothe floor of the car. y

Suitable means fare provided at each end of the car for transmitting the butting forces or stresses delivered to the center sills at the end of the car, to the side sills thereof. Ingthe' form of construction selected to illustrate one. embodiment of. this feature the center sills at the end of the car comprise apair of channel members 4l and 42 which are arranged to extend in parallel relation inwardly from the end of the car to a point beyond the bolster diaphragms 43 and 44 where they diverge-and extend outwardly to the side sills of the car. .These divergent ends 45 and 46 are rigidly secured to the tie members 7 as clearly shown in Figs. 1 and 6 of the drawing, and to the side sills of the car. p

In order tostifien the divergent portions 45 and 46 suitable-tie members or braces 47 and 48 connect these portions with the adjacent side sills and a suitable tie mem-- her or brace 49 is interposed between these divergent portions for rigidly connecting them together.

Suitable meansare rovided for strengthening the center sills a ove the trucks 51 and for reinforcing the bolster construction. As shown, the channel members 41 and 42 are increased in depth as at 52, see Figs. 2, 5 and 6, and a pair of channel bars 53 and 54 are rigidly attached to the parallel portions of these channel members and extend rear= wardly to the brace member 49 as clearly shown in Fig. 1. of the drawing. The channel bars 53 and 54 terminate at the forward portion of the truck and are rigidly connected together by a pail or spacer member 55 which in turn is rigidly connected to the channel members '41 and 42.

The lower chord member 28 terminates at a point 56, see Fig. 2, adjacent to the point where the channel members increase in depth. A plate 57 underlaps the web of theohord at its inner end and extends beneath the channel bars 53 and 54 and is rigidly attached thereto. This plate terminates beneath the pan member 55 adjacent the outer end of the truck. A tie plate 59 extends beneath the plate 57 at -the outer end thereof from side sill to side sill 'of the car andisrigidly attached to the plate 57 and the side sills at each side of the car.

A tie plate 61 extending beneath the bolster diaphragms is'rigidly attached at each end; to the side sills. This plate is also rigidly'attached to the channelbars 53 and 54 and to the plate 57 and at its central portion has attached thereto the body center operate with the truck center bearing member 63 as is usual in such constructions.

The top chord member 27 extends continuously across the truck frame and termi-- nates at the diaphragms 58. This member is provided with a depression v64 above the truck bolster, and a bolster cover plate 65 extending from side t adapted to seat in sai depression. The bolster cover plate 65 is attached to T the channel members 13 as by means of an anglebar 66 as shown in Fig. 3 of the drawing. The plate 65 is rigidly attached to the bolster'diaphragms 8 and to .the horizontal flanges of the top chord member 27 as indicated in Fig. 3 of the drawing.

The outer endsof the top chord members 27 are. provided with depressions 67, see

Figs. 2 and 5, in which a tie plate 68 extending from side to side of the car is adapted to seat. The plate 68 is rigidly attached to the side sills .at each end thereof and to the upper chord member 27 and channel members 41 and 42 at its central portion,

whereby the parts are rigidly connected together.

The intermediate portion of the frame may be and j preferably is :reinforced at intervals throughout its length by the floor pans or diaphragm members 10, seeFig. 11. These members may be metal stamped, channel sha e in cross section. At their central portion they are substantially as 'extends from side sill to side sill o the car above the diaphragm and chord member,

and a similar tie plate 72 extends beneath the same. Theupper depression 69 maybe made to conform 'to the shape of the upper chord member, but the lower depression. 70 is enlarged for receiving a brake or steam pipe 73- which'mav be mounted on one of the'flanges of the lower chord member as shown in Fig. 11.

In order to further reinforce the central portion of the diaphragm member 10, a

channel bar 74 may be secured ,to the same beneath the tie member 721as .shown in Figs. 11 and 12 of the drawings. .By means ofthis arrangement the frame is not only greatly strengthened, but is made more rlgld. v It is thought from the foregoing taken in connection with theaccompan'yin'g drawings that the construction and operation of 1 my device will be apparent to those skilled -in the art, and that .various chan es in size, shape, proportion and details 0 eonstruction may 'be made without departing from side fthe car is 'in their endsrigidly connected to said side sil s.

2. In an underframing construction for railway cars, a pair of side sills, a center 80 sill construction comprising an upper anda lower channel-shape chord member, said members being turned back to back and spaced apart vertically and having their longitudinal edges extending horizontally outwardly, a plurality of tie members extending between said chord members, and means for rigidly connecting said tie members to said side sills and chord members.

3. In an underframing for railway cars, a side sill extending longitudinally of the car at each side thereof, a center sill construction between the side sills, and means for rigidly connecting said side and center sills together, each of saidside sills comprising a channel member having its flanges turned inwardly, an angle bar spaced outwardly'from said channel member, and a plate rigidly connected to the bottom of said bar and member.

4. A center sill construction for railway cars comprising an upper chord member and a lower chord member spacedvertically from each other, and stiffener mem-- bers rigidly connected to said chord members at intervals along its length, said stiffener members having their side edges intermediate their ends bent laterally or form reinforcing flanges.

5. In an underframe construction for railway cars, a side sill at each side of the car, a comparatively light center sillstructureextending longitudinally of the car along its intermediate portion, a pair of center sill members extending parallel to us said side sills from one end of said car and then divergently'outwardly to said side sills,

and means for connecting, said center sill members 'to said centersill structure and to said side sills.

6. In an underframing-for' railway cars, a side sill member at each side of the car, and means including a pair of center sili members extending inwardly from one end of said car in parallel relation'to said side.--

sills and then divergently outwardly to said side sills for transferring bufling forces directly from the end of said car to .said

.side sills.

In an undejrframingjor railway cars,

v a side sill structure at each side of the car,

a center sill construction parallel to said side sills at an intermediate portion of said car, a car bolster at one end of the car center sill members extending inwardly from one end of said car parallel to said side sill structure to a point inwardly of said bolster and then "divergently outwardly to said side sill structures, and a air of channel members extending paral el to said side sill structures for rigidly connecting said bolster center sill construction and center sill members together. 8. In anunderframing for railway cars, a side sill member at each side of the car, comparatively light center sill members extending along the central portion of the car between said side sill members, center sill brace and extension members secured to said side sill members and extending convergently toward the adjacent end of said car and terminating adjacent said end,- and means for securing said center sill brace and extension members tosaid center and side sill members. a

9. In an underframe construction for railway cars, a side sill at each side of the car, a center sill member comprising top and bottom cord members spaced apart, a diaphragm member extending transversely between said cord members and secured to said cord members and to said side sills, said diaphragm member being provided with recesses in its central portion on its upper and lowersurfaces for receivingsaid cord members, and tiemembers extending above and below said recesses and along said diaphragm member and havlng their ends secured to said side sills.

10. In an underframe construction for railway cars, a center sill member compris- 1ng comparatively light channel members arranged back to back and spaced apart, the

sides of said channels being bent laterally to form reinforcin flanges in parallel relation at each side 0? said center sill member, and plates secured to the sides of said channel members between said flanges at each side of said channel members whereby sec-- tionsv through said plates transversely "of said center sill member will present channel sections opening laterally and vertically.

11. Ina railway car undcrframe, a center sill member comprising a pair of channel members arranged in spaced relation, the side walls of said channel members having their edge portions bent at substantially right angles to said side walls to form reinforcing flanges, and means for rigid-1y connecting said channel members together at intervals along their length;

12. In a railway car underframe, a center sill comprising a pair of cord elements spaced apart and arranged in parallel relation one above the other, each element comprising a channel member having laterally extending flanges, the flanges of one member being in a plane parallel with that of the flanges of the other member.-

13. In a railway underframing for a railway car, a side 8111 at each side of the car, a center sill extending lengthwise of the car intermediate between said side sills and comprising a pair of flanged channel bar members arranged back to back and having their flanges extending laterally outwardly, and a tie member extending between said members and having flanges rigidly con nected to the web ortion of the channel bar members and to SflldSlClG sills, the lowermost flanges of said members extending laterally beneath said tie members to form a support for air pipes and the like.

14. In an underframc construction for railway cars, a side sill at'each side of the car, a center sill member comprising top and bottom channel cord members spaced apart and arranged back to back, a diaphragm member extending transversely between said cord members and secured to said cord members and to said side sills, said diaphragm member being provided with recesses in its central portion on its upper and lower surfaces for receiving said cord members, and tie members extending above and below said recesses and along said diaphragm member and having their ends secured to said side sills, the recess at the lower surface of said wdiaphragm member being extended longitudinally of said diaphragm member a suflicient distance to form with said cord and tie member an opening through which service ipes may extend.

In testimony whereo I aflix my signature.

WILLIAM H. MUSSEY. 

